Suspension for steerable and driven wheels



1964 M. A. ORDORICA ETAL 3,152,262

SUSPENSION FOR STEERABLE. AND DEVICE WHEELS 3 Sheets-Sheet 1 Filed March 12, 1962 INVENTORS.

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1964 M. A. ORDORICA ETAL 3,162,262

SUSPENSION FOR STEERABLE AND DEVICE WHEELS Filed March 12, 1962 3 Sheets-Sheet 2 1964 M. A. ORDORICA ETAL 3,162,262

SUSPENSION FOR STEERABLE AND DEVICE WHEELS 3 Sheets- Sheet 5 Filed March 12, 1962 4 y g 1| I Z m I 7 4; j z

Adria BY United States Patent Ofi 3,162,252 Patented Dec. 22, 1964 3,162,262 SUSIENSION FOR STEERABLE AND DRIVEN WHEELE;

Miguel A. Ordorica, Lambertville, Mich, and Lamont A. Cadinus, Toledo, Ohio, assignors to Willys Motors, Inc, Toledo, Ohio, a corporation of Pennsylvania Filed Mar. 12, 1962, Ser. No. 178,813 16 Claims. (Ci. l8ll43) This invention relates to vehicle suspensions and more particularly to an independent suspension for an automotive vehicle.

The features of this invention are depicted and de scribed as being embodied in the front suspension of a four-wheel drive vehicle; it should be understood, however, that these features are not restricted in application or utility to that particular type of vehicle but are also applicable to a rear suspension, to a twoor four-wheel drive vehicle with two or four-wheel steering and to any combinations thereof. that four-wheel drive vehicles be designed to have a front suspension including a solid front axle instead of an independent type suspension found in conventional vehicles; with such a solid front axle design, the dynamic loads on one wheel are, in part at least, transferred to the other wheel. In the case of an independent front suspension, each of the front wheels is capable of moving independently of the other and hence can be independently subjected to dynamic loads. In comparing a vehicle with a solid front axle and 'a vehicle with an independent front suspension, the ride and handling characteristics, including steering, are superior for the vehicle with the independent front suspension. In view of the above, it is an object of this invention to provide an independent front suspension for a four-wheel drive vehicle which has improved ride and handling characteristics.

With vehicles to be used for otf-the-road purposes, it is desirable that the center of gravity of the vehicle be near the ground to provide for greater stability. One factor limiting the degree to which the height of the vehicle and, hence, the center of gravity can be lowered, is the physical location of the suspension components of the vehicle relative to the ground. It is another object of this invention to provide a modified suspension design facilitating the lowering of the vehicle chassis and, hence, the lowering of the center of gravity.

Another factor determinative of the stability of the vehicle is the location of the roll center of the front suspension; by locating the roll center of the front suspension at a point closer to the center of gravity, the resultant moment of the center of gravity of the vehicle about the roll center is decreased, hence increasing the stability of the vehicle in roll. Ordinarily, raising the roll center results in an increase in tire scrub causing excessive tire Wear. It is still another object of this invention to provide an independent front suspension construction having a high roll center and in which the resultant scrub is minimized.

With an independent suspension system for wheels which are powered to drive the vehicle, it is a common practice that a pair of universal joints be required for the axles and a pair of pivot joints be required for the associated control arms. This is done in order that each wheel swing independently of the other. It is also common practice that the pivot points of the control arm for the powered wheels be located at a different point from the pivot point of the axle shafts energizing the powered wheels, thereby necessitating the use of a slip joint in the axle shaft, It is an object of this invention then to pro vide an independent suspension in which a single universal joint for the axle shafts and a single pivot joint for the control arms are used and in which the pivot It has been a common practice point for the axle shafts is coincident with the pivot point of the control arms, thereby obviating the need for slip joints in the axle shafts.

One problem in suspension design for steerable wheels is excessive friction in the steering system. This frictional effect usually becomes even more pronounced when the wheels are subjected to high jounce and rebound loads. It is an object of this invention to provide a front suspension in which the friction in the steering system has been minimized.

Other objects, features and advantages of the present invention will become apparent from the subsequent description and the appended claims taken in conjunction with the accompanying drawings in which:

FIGURE 1 is a front elevational view of a suspension system embodying the features of this invention in which some of the components are shown partially broken away and partially in section and in which the suspension is shown in conjunction with a portion of a vehicle chassis;

FIGURE 1A is a fragmentary sectional view of the suspension of FIGURE 1 taken substantially along the line 1AIA;

FIGURE 2 is a top elevational view of a suspension system shown in FIGURE 1 with some of the components partially broken away and some partially in sections;

FIGURE 3 is a blown-up View with some parts in section and some parts broken away of a portion of the suspension system of FIGURE 1;

FIGURE 4 is a fragmentary sectional view with some parts broken away of a modification of the apparatus shown in FIGURE 3 as would be viewed substantially along the line 44 of FIGURE 3 if that apparatus were so modified;

FIGURE 5 is a sectional view with some parts shown broken away and some parts shown in section of the apparatus shown in FIGURE 4, taken substantially along the line 55;

FIGURE 6 is a view of a modification of the apparatus shown in FIGURE 3 with some parts shown broken away and some parts shown in section;

FIGURE 7 is a sectional view of the modified desig of FIGURE 6 taken substantially along the line 7-7.

In general, looking now to FIGURE 1 an independent front suspension is shown having means whereby the front wheels of the vehicle are drivable by a power plant and associated drive line (not shown) in conjunction with a conventional rear wheel drive (not shown) to drive the vehicle chassis (shown in part). With the suspension system shown in FIGURE 1, the axle housings, in which the axle drive shafts by which the wheels are powered arerotatably housed, are also used as the lower control arms of the front wheels. Contrary to a solid front axle design, the axle housing shown in FIGURE 1 is made in two parts which are pivotally interconnected by a single centrally located pivot joint. Since in some types of independent suspension design separate pivot joints are required for each lower control, the use of a single pivot joint results in a simplification of design and hence in a cost savings. Note that by providing a centrally located pivot joint, the lower control arm of maximum length for that vehicle is provided thereby facilitating a reduction in the amount of scrub on the tires as the tires traverse through maximum jounce and rebound positions. By so minimizing the amount of scrub, the roll center of the vehicle can be raised nearer the center of gravity to thereby increase the stability in roll while still maintaining the amount of scrub at a commercially acceptable level.

The axle shafts in turn have a single universal joint connection in order to facilitate a swinging movement .with the ,axle shafts.

By thus locating the pivotalaxes of the universal joints and of the axle housing portions,

no slip-joints inthe axle shafts are required andhence anieconomy is realized. Note that by using the portions of the axle housing as the lower control arms, the vehicle can be designed with more groundclearance since ii -lower control arms were provided which were independent of the axle housings they would-necessarily be located below the axle housing.

With this general background in mind the more specific details of the construction of an independent front suspension, embodying the features of the present invention, are described. In the description to follow, similar components on opposite sideszof .the vehicle whichj'serve similar functions and have similar constructions are designated by the same primed numbers. More specifically, anindepende'nt front suspension for atom wheel or front wheel .drive vehicle is generally designated by the numeral and is to be connected to'a vehicle chassis, a portion 7 of whichis shown and generally indicated by the numeral 12. While the suspension system 10 "is describedwith a V tions are negligible.

. 4. I maximum length allowable with any particular type vehicle thus facilitating a reduction in tire, scrub.

The universal joint assembly ll can be either the conventional cross type or the constant velocity type; in the preferred embodiment, the less expensive cross type joint can beused since the pivotable angular variations are small at'this joint and hence the rotational speed fluctua- The axle shaft 36 is interconnected at its outer end 'witho'ne of a pair of wheel assemblies 46, for transmitting driving power thereto in a manner to be described. The

. axle shaft138 is connected at its outermost end to one side of a differential assembly;142,=the specific construc- -tio n.of which is conventional and does not constitute a vehicle of a frame type construction, it is understood that the suspension systemof this invention would be equally usable witha chassis of a unitized or other type construc tion. The chassis 12 comprises a pair of longitudinally extending side rails 14, 14 which are forwardly interconnected by aforwardly located, transversely extending cross member '16. An axle .assembly generally designated by the numeral 18 comprises a'pair, of axle housing members 20 and 22 interconnected to pivot about a pivotal axis centrally located with respect to the axle assembly 18.

The axleassembly 18 is connected to the cross member 7 :16 at its .pivctal axis at a pointlocated centrally of that cross member and, hence, centrally of the width 'of the yehicle.

Looking now 24'having a pair of in line bores 25; the axle housing'22 terminates at its innermost end'in a pair of outwardly .extendin-gears 28 which are'pivotahly secured within'the aligned bores 26 by' meansof a pair of silent block to FIGURE 1A, the axle housing,mem- 1 :berl20 terminates at its innermost end in a yoke portion socket '50 is defined by a pair of spherically contoured assemblies 30'which are of aconstruction well known in v the art and are notdescribed in detail herein. The axle assemblyls is secured to the cross member 16 at a-centrally located semicircular portion 32 by means of a pair; of brackets 34; As can best be seen in: FIGURE 1A, the

brackets '34 grip the silent block assemblies 30 and mainwidth of the vehicle.

part of this invention. An; axle shaft 43 similar to axle shaft 36 is rotatably disposedin the outer portion of the housing member 22, and is connected from the other side of the differential assembly 42 to the other one of the pair of wheel assemblies 46' for transmitting driving power thereto. The specific means for' power transfer from a powertplant (not'shown) associated with the vehicle via a drive shaft (not shown) to the dilferential assembly 42 and thence-to the associatedaxle shafts is well known in theart and is thus not described herein in detail. -Thus power'is delivered toone ofthe wheel assemblies' ifi via the differential assembly 42,'the axle shaft 38, universal joint 4% and'axle shaft 36.v The'power to the'other of the wheel assemblies 46' is delivered'via the other side 'of the differential assembly 42 m "axle shaft 43. No uni- 30 ersaljoint is needed betweenthe differential assembly 42 and the'shaft 43. i

Astrut assembly 44 (FIGURE 2) is pivotally secured at onefend to a bracket outwardly disposed onthe axle assembly 13. and is pivotally secured at the other end to aib'racket'located on the side rail 14] A similar strut assembly (not shown) is pivotally connected from the other side of the axle assembly 18 to the side rail 14; I The strut assemblies react brake loads and other horizontal loads applied to the axle assembly 18 via the wheel assemblies Looking now to FIGURE 3, the axle housing member Ztlterminates at its outer extremity in a ball portion 48 whichhasa steering knuckle/assembly 49 pivot'ally disposed thereon by means of a sphericallycontoured socket 5t inanfintermediatesocket-or ring member 51. The

cavities in a lower'm'ember 54 and an upper member'56 member 20 has an axle shaft 36 rotatably'disposed therein and axle housin-g' member '22 has anaxle shaft 38 similarly rotatably disposed. Axle shafts.3i6' and 38 are connected bye universal joint assembly 40 which-has its pivotal axis located in coincidence with the pivotalaxis'offthe axle housing members 20 and 22. With such coincidence of offthe socket member 51-which are secured together by a pair of studs58 (see FIGURE '1). With the ball and socket arrangement as described,the socket member 51 is free'to move frictionally, over the ball portion 48 at the outer-extremityof-thefaxle h'ousing member 20 to facilitate, vertical movement'of-the lower control arm (axle housing member 20 and the associated wheel assembly :46. Fixedlyv secured within vertically oppositely disposed apertures in the assembled socket member 51, are the outer V V V v V racesof upper and lower bearings 53 and '55. A one- Looking now to FIGURES ,1 and "lA,ithe axle housing piece steering knucklemember 52 has an enlarged cavity of a size largeenough to accept the so'cket member 51 and the ballportionfi. Upper and lowerfpin members 57 and 59, reSpectiVelyQare disposed in upper andlower axially aligned bores-which are in turn in axial alignment with the upper and'lower bearings'53 and 55 respectively.

The upperand lower pin members 57 and 59 have reduced diameter portions. which are engag'eable with-the inner -races of the upper, and lower bearings-53 arid, 55, respecquired that theyaxle shafts 36 and 38 undergo achange.

in length during the'swingingorpivotinginotion jof-fthef axle, housing portions (2 0, 2 2)f'throughijouncejandre bOlllldfllllls','Ih61IleBd for a slip joint in the axle shafts 3-and,,38 is obviated. Anotheradvantage .irigusingfa single pivotjoint having its axis:disp osed'centrallytransi verselyof. the 'vehicle' is that thellength of 'the lower coil;

trol arms (axle 'housing members 20,522 are of the v tively, and hence are rotatable with respect to the fixed outer races. The pin member 57 is axially restrained within the upper herein the steering knuckle member 52 bymeans of a dowel fpin fil which is matably dis- "posed within an aperture defined .bya. portionrof an I annular groove in the 'pin mernbe'r 5.7 :and :a bore extending'through the steering knuckle I member. 5 2"] and partially transverselyintersecting the upperbore.- L'The lower pin 'g member 5' f -is axially restrained bvmeans of a nut,63'

means 53 and 55.

therein. rotatably secured together by a universal joint assembly 98 located within the ball portion 48. The pivotal axes .of the universal joint 8 and the ball portion 48 and tional cross type or the constant velocity type. "preferred embodiment the constant velocity type joint is which is threaded upon a threaded extension of the pin member 59. The pin members 57 and 59 preferably have their reduced diameter portions secured within the inner races of the bearings 53 and 55, respectively, by means of a press fit. In the arrangement as shown in FIGURE 3, it can be seen that the steering knuckle member 52 can rotate relatively easily about a substantially vertical axis running through the upper and lower pin members 57 and 59 via the upper and lower hearings or anti-friction Thus it can be seen that the frictional forces in steering are reduced by means of the bearings. The rotation of the steering knuckle member 52 about a substantially horizontal axis in response to jounce and rebound movement of its corresponding wheel assembly occurs by means of the frictional joint between the socket member 51 and the spherically shaped ball portion 43.

A vertically-extending portion of the upper arm member 7710f the steering knuckle member 52 terminates in a portion having a tapered bore 69 into which a tapered stud 62 of a ball joint assembly 64 is secured by conventional means.

A socket portion 65 of the ball joint assembly 64 is secured to the outer end of an upper control arm assembly d6 which has a pair of arms 68 and 79 (see FIGURE 2 which are spaced apart su'ificiently to straddie :the cross member 1'6. The arms 68, 7t) are provided with a pair of in line bores 72 and 73 respectively, which, when the control arm 6% is properly disposed relative to the cross member 16 are in alignment with a pair of bores 79 through the cross member 16. Apair of bushings 81 are located in bores 79 and a sleeve assembly has a longitudinally extending sleeve portion 82; disposed in the bores 7?, the cross member 16, and in the bores '72 and 78 fin-the upper control arm 66. A torsion bar 76 passes through one end of the sleeve 36 and has a multi-faced head 74 in engagement with a similarly faced internal portion on the end of the sleeve member 859; in a like manner, the sleeve member 82 is keyed or secured to the upper control arm 66 at the bores '72 and 73. Thus pivoting of the upper control arm 66 in the bushings 8i via the sleeve member 82 causes the torsional rotation of the torsion bar 76.

The other end of the torsion bar 76 is connected or keyed to a torsion bar anchor 83 of a height adjustment assembly 84. The torsion bar height assembly 8 is disposed in a front cross member 86 secured between the side rails 14, 14'. The anchor 83 is pivotable about the .axis of the torsion bar '76 and thus provides means for adjusting the torsion in that bar. The torsional load exerted upon the torsion bar 76 by the upper control arm 66 as a result of the load on the wheel assembly 46 is reacted ;in the front cross member 3-? through the height adjustment assembly 84.

Looking now to FIGURE 3 in the steering knuckle assembly 49, the steering knuckle member 52 has fixedly secured to it a brake backing plate 89 and a hollow spindle portion 88 which has a pair of bearings 92 (only one shown) disposed thereon about which a Wheel 99 (par- -tially shown) of the wheel assembly is rotatable. The

wheel as is secured by a spline or other suitable means to a drive shaft 96 which is disposed within the spindle portion and is rotatable within a bearing 1% located The drive shaft 96 and the axle shaft 36 are socket 5-9 are coincident.

1 The universal joint assembly 98 can be of the conven- In the used to prevent excessive rotational speed fluctuations due to the variations in the combined steering and suspension angles at this joint.

The lower portion of the steering knuckle member 52 terminates in an arm 102 (FIGURE 2) which is attached to a steering linkage assembly generally designated by the 6 numeral 1%, which is in turn connected to a steering gear (not shown) whereby the wheel assembly 46.can be pivoted about a substantially vertical axis determined by the steering knuckle assembly 49 thus allowing the vehicle to be steered.

As can be seen the ball joint assembly (FIGURE 3) comprising the ball portion 48 and the socket member 51 allow the wheel assembly 4-5 to pivot about a substantially horizontal axis (extending into the plane of the paper of the drawings) during jounce and rebound travel, while the bearings 53 and 54 and the corresponding pin members 57 and 59 allow the steering knuckle member 52 to traverse about a vertical axis during steering of the wheel assembly as. Note that with the construction as shown and as described, the axle housing member 26 and 22 act as lower control arms while providing protection for the associated axle shafts. This latter feature is important since many four-wheel drive vehicles are used in offthe-road service. With the axle housing used as the lower control arm, the height of the center of gravity of the vehicle can be lowered in comparison to a similar vehicle having a lower control arm independent of the axle housing for the same road clearance.

As shown in FIGURE 1 and as previously described, the socket member 51 is of a two-picce construction which is bolted together; in a modified construction shown in FIGURES 4 and 5a one-piece socket member 51a can be utilized. Looking now to FIGURE 4, the one-piece socket member 51a is constructed with an aperture which is initially formed of upper and lower vertically spaced or Opposed fiat or planar axially extending surfaces 128* and generally circularly shaped, axially extending surfaces 12?. disposed on horizontally opposite 7 sides thereof and joining the upper and lower generally equal to the diameter of the ball at the end of the axle housing 29. A modified partially spherically shaped ball portion tea is provided with flat, planar, vertically extending surfaces 126 on opposite, horizontally spaced portions of the ball 48a. The flat surfaces 126 are of a length substantially. equal to that of the flat surfaces 129 while the remaining spherical portion is of an extent comparative to the circular surfaces 122 such that both the ball 48:; and the aperture define substantially congruent profiles. In assembling, the modified socket portion 51a to the modified ball portion 480:, the socket portion 51a is rotated to a position from that as shown in FIG- URE 4 such that the fiat side portions 126 on the ball 480. are in alignment with the upper and lower flat portions 12%. In this position the remaining spherical portion of the modified ball portion 48:: can pass axially through the circularly shaped side portions 122 since they are of equal diameters. With the socket member 51a thus positioned about tthe ball portion 480, the socket portion 51a is rotated 90 such that the spherical seats 124 defined in the fiat portions are in engagement then with the remaining spherical portion of the ball portion 48a, and at the piece socket member Sla can be utilized, thus providing for a simplified assembly.

Velocity sensitive means are provided to impede the jounce and rebound travel of the wheel assembly 46. Looking now to FIGURES l and 3, a shock absorber 186 is connected between the outer end of the lower control ing the force taken -by the shock absorber 106'is a function of v the relative velocity at which its parts are telescoped inv wardly or outwardly. Dynamic vertical road loads occurring at the wheel assembly 46 are transmitted to and. reacted by shock absorber 106 via the steering knuckle assembly 49 and the lower control arm or axle housing member 20. A jounce bumper 107 of rubber or similar material is connected to the bottom of the shock tower 108 and prevents metal-to-metal contact in a maximum jounce condition. V 1

In the embodiment previously described, frictional forces have been minimized in the steering of the wheels but stillrnaintained in the movement of the wheels into jounce and rebound. In the modification shown in FIG- URES 6 and 7, this latter frictional force has been minimized. Looking now then to FIGURE 6, the steering knuckle assembly is indicated by the numeral 49b and includes a steering knuckle member 52b. The steering knuckle member 52b is similar in construction to the steering knuckle member 52 previously described, and is connected to an upper control arm and lower control arm. assembly in a similar manner which need notbe repeated here. Likewise, the axle housing member 20b, and the ball portion 48b are similar-in construction to theaxle housing member 20 and ball portion 48. The steering knuckle member 52b is rotatably secured to a one-piece ring member 5112 in the same manner that knuckle member 52 is secured to socket member 51. A pair of bearings 130 have their outer races fixedly secured to opposite horizontally spaced ends of the ball portion 48b. The ring member 51b is provided with a pair of aligned aperi tures 132 extending through which are a pairof pins. or

shafts 134 which are rotatably secured within the inner.

races. of the bearings'130. .With the construction as shown in FIGURES 6 and 7 as the wheel assembly 46 moves'in jounce and rebound, the steering knuckle member 52b'is free to rotate about a substantially horizontal" axis extending throughthe pins 134 and the bearings 130.

Thus the frictional forces between the ball and socket have been substantially minimized.

Note that with; the torsion'bar loads reacted bythe upper-control armfthe loads on the bearings in either" embodiment are minimized.-

Thus in the suspension system just described, an indei pendent front suspension for a front wheel or four-wheel has been shown having a construction drive type vehicle 7 utilizing only a single pivot joint and a single universal joint in the axle assembly; with this construction, the need for a slip joint in the axle shafts is obviated. In this suspension the axlehousing, which protects the axle shaft, is used as a lower control arm, thereby allowing the vehicle to be lower while still maintaining adequate ground clearance. A construction has been shown in which a lower control armof maximum length is provided utilizing a centrally located pivot joint. The advantage of a longer control arm is that -it facilitates a reduction in tirescrub thereby allowing the roll center of the vehicle to be raised, to provide greater stability in roll while maintainamount of tire scrub at an acceptable level.

Finally, the suspension design asshown and described herein,.provides means whereby friction is minimized in steering and inwhich friction is minimized in jounceiand rebound travel. I v

While it will be apparentithat the preferredembodi- -'-secured to each other, a pair of steering knuckle assemknuckle assemblies and pivotally connected to the vehicle chassis for guiding said steering knuckle assemblies in up-anddown swinging motion, spring means operatively connected tosaid control arm meansand to the vehicle chassis for resiliently resisting said up-and-down swinging motion, means including said axle assembly for transmitting power to said wheel assemblies and steering means including said steering knuckle assemblies for steering said wheel assemblies.

2. An independent suspension system having wheels for driving and steering a vehicle comprising an axle assembly including a pair of axle housing members pivotably secured to each other alongan axis substantially centrally disposed of said axle assembly, a pair of steering knuckle assemblies, each of said steering knuckle assemblies comprising aring member pivotably secured to an outer end portion of one of said pair of axle housing members for pivotal movement about a plurality of axes, a steeringknuckle member rotatable about-a substantially vertical axis, relative to said-ring member, and anti-friction means disposed between said steering knuckle member and said ring-member'for rotatably connecting said steering knuckle member to said ring member, each of a pair of-wheelassemblies rotatably secured tofeach'said steer ing knuckle member of. said pair of steering knuckle assemblies, control arm means pivotally connected to said each of" said steering knuckle assemblies and pivotally connected to the vehicle chassis forguiding said steering knuckle assemblies -in up-and-down swinging motion, spn'ngmeans operatively. connected to said control arm 'means and to the vehicle'chas'sis for resiliently resisting centrally disposed of said axle assembly, and a pair of merits of the invention disclosed are well calculated to V fulfill the objects above stated-,it will be appreciated'that the invention is susceptible *to-modification, variationand change without departing from the proper scope or fair 'meaning of the subjoined claims.

I What is'claimed is: I

1..An independent suspension system having wheels for driving and steering a vehicle comprising an axle assembly.

including a pair of axle housing members" pivotably axle shafts disposed within said pair of axle housing members and rotatably and pivotably, secured to each other at a point substantially on. said axis, a pair of steering knuckle assemblies each comprising a ring member pivotably secured to an outer end portion of one of said axle housing members for pivotable movement about a plurality of axes, a steering knuckle member rotatable about'a substantially vertical axis relative to said ring member, anti fric-tion means disposed between said steer ing knuckle member and said ring member for rotatably 1 connecting said steering/knuckle member to said ring member, each of a pairv of wheel assemblies rotatably secured to each said steering knuckle member of said pair of steering'knuckle assemblies, control arm' means piv- ,otally c onnected to'said each of said steering knuckle, assemblies and pivotally connected to the vehicle "chassis for guiding said steering knuckle'assemblies in up-and- 'down swinging motion, spring means operatively connected to said control arm.means and to the vehicle chassis for resiliently resisting said up-and-down swinging motion, means including said axle assembly for transmitting power to said wheel assemblies and steering means 5 including said steering knuckle assemblies for steering said wheel assemblies.

4. An independent suspension system having wheels for driving and steering a vehicle comprising an axle assembly including a pair of axle housing members pivotably secured to each other along an axis substantially centrally disposed of said axle assembly, each of said axle housing members terminating in a ball portion at its outer extremity and being pivotably secured to each other at a point substantially on said axis, each of a pair of steering knuckle assemblies being individual to one of said pair of axle housing members and each comprising a socket member defining a socket for matably receiving and for thereby being pivotably secured to said ball portion of said one of said pair of axle housing members, a steering knuckle member rotatable about a substantially vertical axis relative to said socket member, and antifriction means disposed between said steering knuckle member and said socket member for rotatably connecting said steering knuckle member to said socket member, a pair of wheel assemblies each rotatably secured to one said steering knuckle member of said pair of steering knuckle assemblies, control arm means pivotally connected to said each of said steering knuckle assemblies and pivotally connected to the vehicle chassis for guiding said steering knuckle assemblies in up-and-down swinging motion, spring means operatively connected to said control arm means and to the vehicle chassis for resiliently resisting said up-and-down swinging motion, means including said axle assembly for transmitting power to said wheel assemblies and steering means including said steering knuckle assemblies for steering said wheel assemblies.

5. An independent suspension system having wheels for driving and steering a vehicle comprising an axle assembly including a first and a second axle housing member pivotably secured to each other along an axis sub stantially centrally disposed of said axle assembly, a differential assembly disposed in said first axle housing memher, a first axle shaft rotatably disposed in said first axle housing member and connected to one side of said differential assembly and extending centrally toward said axis, a second axle shaft rotatably disposed in said second axle housing member and rotatably and pivotably secured to said first axle shaft at a point substantially on said axis, and another axle shaft rotatably disposed in said first axle housing and connected to the other sideof said differential assembly and extending away from said axis; a pair of steering knuckle assemblies each comprising a ring member pivotably secured to an outer end portion of one of said first and said second axle housing members, a steering knuckle member rotatable about a substantially vertical axis relative to said ring member, and anti-friction means disposed between said steering knuckle member and said ring member for rotatably connecting said steering knuckle member to said ring member; each of a pair of wheel assemblies rotatably secured to each said steering knuckle member of said pair of steering knuckle assemblies; control arm means pivotally connected to said each of said steering knuckle assemblies and pivotally connected to the vehicle chassis for guiding said steering knuckle assemblies in up-and-down swinging motion, spring means operatively connected to said control arm means and to the vehicle chassis for resiliently resisting said up-and-down swinging motion, means including said axle assembly for transmitting power to said-wheel assem- 'blies and steering means including said steering knuckle assemblies for steering said wheel assemblies.

6. An independent suspension system having wheels for steering and driving a vehicle comprisingan axle assembly including a pair of axle housing members pivotably secured to each other along an axis substantially centrally disposed of said axle assembly, and a pair of axle shafts disposed within said pair of axle housing members and rotatably and pivotably secured to each other at a point substantially on said axis, a pair of steering knuckle 1% assemblies each comprising a ring member pivotably secured to an outer end portion of one of said axle housing members, a steering knuckle member rotatable about a substantially vertical axis relative to said ring member, and anti-friction means disposed between said steering knuckle member and said ring member for rotatably connecting said steering knuckle member to said ring member, a pair of upper control arms each having one end pivotably secured to the vehicle chassis and the other end pivotably secured to one said steering knuckle member of said pair of steering knuckle assemblies, a spring member connected between each of said upper control arms and the vehicle chassis, each of a pair of wheel assemblies rotatably secured to each said steering knuckle member of said pair of steering knuckle assemblies, means including said axle assembly for transmitting power to said wheel assemblies and steering means including said steering knuckle assemblies for steering said wheel assemblies.

7. An independent suspension system having wheels for driving and steering a vehicle comprising an axle assembly including a pair of axle housing members pivotably secured to each other along an axis substantially centrally disposed of said axle assembly, and a pair of axle shafts disposed within said pair of axle housing members and rotatably and pivotably secured to each other at a point substantially on said axis, a pair of steering knuckle assemblies each comprising a ring member pivotably secured to an outer end portion of one of said axle housing members, a steering knuckle member rotatable about a substantially vertical axis relative to said ring member, and anti-friction means disposed between said steering knuckle member and said ring member for rotatably connecting said steering knuckle member to said ring member, a pair of upper control arms each having one end pivotably secured to the vehicle chassis and the other end pivotably secured to one said steering knuckle member of said pair of steering knuckle assemblies, a spring member connected between each of said upper control arms and the chassis of the vehicle, each of a pair of shock absorbers connected between one of said pair of axle housing members and the vehicle chassis, a pair of wheel assemblies each rotatably secured to one said steering knuckle member of said pair of steering knuckle assemblies, means including said axle assembly for transmitting power to said wheel assemblies and steering means including said steering knuckle assemblies for steering said Wheel assemblies.

8. An independent suspension system having wheels for driving and steering a vehicle comprising an axle assembly including a pair of axle housing members pivotably secured to each other, a pair of steering knuckle assemblies each comprising a ring member rotatable about a substantially horizontal axis relative to an outer end portion of one of said axle housing members, anti-friction means disposed between said outer end portion of said one of said axle housing members and said ring member for rotatably connecting said ring member to said outer end portion, a steering knuckle member rotatable about a substantially vertical axis relative to said ring member, and anti-friction means disposed between said steering knuckle member and said ring member for rotatably connecting said steering knuckle member to said ring member, a pair of wheel assemblies each rotatably secured to one said steering knuckle member of said pair of steering knuckle assemblies, control arm means pivotally connected to said each of said steering knuckle assemblies and pivotally'connected to the vehicle chassis for guiding said steering knuckle assemblies in up-and-down swinging motion, spring means operatively connected to said control arm means and to the vehicle chassis for resiliently resisting said up-and-down swinging motion, means including said axle assemblies for transmitting power to said wheel assemblies and steering means including said steering knuckle assemblies for steering said wheel assem blies. I

knuckle member'to said socket member, upper control for driving-and steering a vehicle comprising an axle;

assembly including apair-of axle housing members pivotably secured to 'each'oth'er along an axis, each of said axle housing members terminating in a ball portion at its outer extremity, each said ball portion having a generally spherical contour with a pair of diametrically disposed flat face portions l-y'in'g in parallel, substantially vertical planes, each of a pair of steering knuckle assemblies being individual to one of said pair of-axle housing mem hers and each comprisinga one-piece socket member hav- 7 ing a:socketfor matably'receivingand for being pivotably secured to said'balllportion of said one of said axle'hous+ ing members, said socket having a pair of diametrically substantially vertically yopposed spherically contoured surfaces having a: di'ameter substantially equal to the diameter of the sphericalportion of said ball portion and having substantially horizontally opposed :arcuate, cylindrical surface portions-having an arc of a diameter substantially equal to the diameter of said spherical-porfacesin frictional engagement with said spherical portion arm means pivotally connected to said steering knuckle assembly andpivotally connected to the vehicle chassis ,and operative with said .lower control arm member for guiding said steering knuckle assembly in up-an'd-down' swinging motion, spring means operatively connected from one 'of said upper control arm means and said lower controlarrri member, to the vehicle chassis for resiliently resisting said u'p and-down swinging motion, and a wheel assembly rotatably secured tosaid steering knuckle memoer.

12. The suspension system of claim 11 in which said anti-friction means comprises a pair' of bearing members diametrically oppositely secured to said socket member along said vertical axis, and with said steering lmuckle assembly further including a pair of pin members secured to saidsteering knuckle member at opposite extremitiessubstantially along said vertical axis and each being rotatably secured to one of said bearing members.

13. A suspension system 'for a wheeled vehicle comv, prising a lower control arm extending substantially transof 'said'ball portion, eacl1 of said pair of steering knuckle ass'embliesfurther comprising a steering knuckle member rotatable about a substantially Vertical axis relative to 'said socket "member, and anti friction vmeans disposed betweenu'said' steering knuckle member and said socket V member for rotatably connecting said steering knuckle member to said socket member, a pair of wheelassern'blies a" each "rotatably secured to onersaid steering knuckle'mem 'ber of said pair of steering knuckle assemblies, control.

'arm means 'pivotally'connectedfto said each of said steering knuckle assemblies and pivotally connected ;to' the wheel assemblies. 10. A suspension' "system 7 comprising a ring member'pivotably secured'to an'outer. :e'ndfpor tion of said'lower'co'ntrol arm member for pivotable'movernent about a plurality of axes, a steering knuckle member rotatable about a substantially vertical axis relative to said ring member, anti-friction means disposed between said steering knuckle member and said ring member for: rotatably "connecting said steering knuckle member to saidring member, upper control arm meanspivotally connected tosaid steering knuckle assembly andgpiv'otally connectedftofthe vehicle chassis and 'operat ive'with s aid lower control arm member for '-guid-.

ing said steerin'g knuckle assembly in'up-and-down swing ing rn'otion',:s'p'rin'g means operatively connected from one ofsaid up'p'er rc'ojntrol arm means-and said lower control arm member to the vehielechassis fo'r resiliently resisting I said jupaandidown swinging rrfiotion, land v wheel means 1 'rotat'ably, e'eured'to said steering knuckle member.

ll. 7 V

enemas vehicle'chassis and terminatingrm,

prising socket member having asocketifor matab'ly receiving and Tforfbeing 'pivotably secured to" said, ball portion otsaid lower control arm member, a steering Q knuckle member"rotatable about asubstantially vertical Jaxis relative ito s aid socket; member, anti fi'iction 'means." I disposed betwe'en saidsteeringknuckle member andsaid socket member for rotatably connecting said. steerin'gi i for a wheeled vehicle com- 7 prising a lower control arm member'extending trans- -verselyof the vehicleand pivotally connected at its inner 'end to the vehicle chassis, a steering knuckle assembly knuckle member.

versely ofthe vehicle and piv'otallyconnected at its inner end to the vehicle chassis, a steering knuckle assembly *comprising a 'ringmember pivotable relative to an outer endjportion of s'aid' lower control arm member about a substantially horizontal axis, first anti-friction means disp'osed'between said ring member and said outer end portion of said lower control arm member'for pivotably connecting said ring member to said end portion of said lower'control arm member for movement about said horizontalaxis, a steering knuckle member rotatable relative to said ring member about a'substantiallywertical axis, secondanti-friction means disposed between said steering knuckle member andsaid ring member for rotatably connecting said steering knuckle member to saidring member for rotation aboutrsaid verticalaxis, upper control --ar1n means pivotally connected to said steering knuckle assembly and pivotally connected to the vehicle chassis and operativewithsaid lower control arm member for :guiding said steering knuckle assembly in upand-do'wn' swinging motion, spring means operatively connected 'from oneofsaidupper control arm means and said lower control arm member to the vehicle chassis for resiliently resisting said up and-down swinging motion, and a'wheel assembly rotatably secured to said steering lfijThe suspension system of-claim '13 in which said firstanti-friction means" comprises a first'pair of spaced bearing members oppositelysecured tosaid outcr'en'd portion of said lower control arm member along said ,horizontal axis, said second anti-friction means comprises a secondpair of spaced bearing members oppositetly secured to said ring member along said vertical axis,

su'spension system for "a wheeled 'hicle comprising a lower cp'ntrpl arm member extending trans} ve ely"'of,the tvehicleand 'pivotally'connectedaat its inner r a portion 1 lat itshouvter f m x a Steering knuckl'assembly'comi" steering knuckle assembly, comprising a one-piece socket and with saidsteering'knuckle assembly furtherinclud lingja firstpair offspacedtpin members secured to said ring member along saidhorizontal axis and being rotatably secured to said first pair of bearing members, and a second pair of spaced pin members secured to said steering knuckle member along said verticalv axis'and being rotatably secured to said second pair of bearing members.

15. A suspension system for a wheeledffvehicle comprising a lower control tar m member extending substantially transversely f theivehicle .and'pivotallyconnected at itsinner endto'the-vehicle chassis,ysaid lower control arm member terminating in a ball portion at its outer jextre'mity said ball portion having a generallyspherical contourfjwith' a paif of diametrically disposed fiat face portions lyinginparallelsubstantially vertical planes, a

memberhavingia socket for matably: receiving and for being 'pivotabl'y secured to said ball portion, said socket having 7 a pair of diametrically substantially vertically op- I posedjispherically, contoured surfaces-having a diameter substantially equal to jthefdiameter of the; sphericallpor- 7 tion of said "ball ip'ortion and having substantially horizontally opposed arcuate, cylindrical surface portionshav- 13 ing an arc of a diameter substantially equal to the diameter of said spherical portion of said ball portion, said socket member being assembled upon said ball portion with said spherical surfaces in frictional engagement with said spherical portion of said ball portion, said steering knuckle assembly further comprising a steering knuckle member rotatable about a substantially vertical axis relative to said socket member, and anti-friction means disposed between said steering knuckle member and said socket member for rotatably connecting said steering knuckle member to said socket member, upper control arm means connected to said steering knuckle and to the vehicle chassis and operative with said lower control arm member for controlling the up-and-down swinging motion of said steering knuckle, spring means connected between one of said upper control arm means and said lower control arm member for resisting said up-and-down swinging motion, and a wheel assembly rotatably secured to said steering knuckle member.

16. A suspension system for a wheeled vehicle comprising: a control arm extending substantially transversely of the vehicle, said control arm terminating in a ball portion at its outer extremity, said ball portion having a generally spherical contour With a pair of diametrically disposed fiat faced portions lying in parallel planes, a steering knuckle assembly comprising a one-piece socket member having a socket for matably receiving and for being pivotably secured to said ball portion, said socket having a pair of diametrically'opposed, spherically contoured surfaces having a diameter substantially equal to the diameter of the spherical portion of said ball portion and having diametrically opposed, arcuate, cylindrical surface portions located substantially in quadrature relative 14 to said spherically contoured surfaces and having an arc of a diameter substantially equal to the diameter of said spherical portion of said ball portion, said socket member being assembled upon said ball portion with said spherical surfaces in frictional engagement with said spherical portion of said ball portion, said steering knuckle assembly further comprising a steering knuckle member rotatable about a substantially vertical axis relative to said socket member, control arm means connected to said steering knuckle assembly and to the vehicle chassis for guiding it in up-and-down swinging motion, spring means operatively connected to said control arm means and to the vehicle chassis for resiliently resisting said up-anddown swinging motion, and a wheel assembly rotatably secured to said steering knuckle member.

References Cited by the Examiner UNITED STATES PATENTS A. HARRY LEVY, Primary Examiner.

PHILIP ARNOLD, Examiner.

UNITED STATES PATENT OFFICE CERTIFICATE OF CORRECTION Patent No. 3,162,262 December 22, 1964 Miguel A. Ordorica et al.

It is hereby certified that error appears in the above numbered patent requiring correction and that the said Letters Patent should read as corrected below.

Column 11, line 41, after "for" insert steering Signed and sealed this 3rd day of August 1965.

(SEAL) Atlest:

ERNEST W. SWIDER EDWARD J. BRENNER Attesting Officer Commissioner of Patents 

1. AN INDEPENDENT SUSPENSION SYSTEM HAVING WHEELS FOR DRIVING AND STEERING A VEHICLE COMPRISING AN AXLE ASSEMBLY INCLUDING A PAIR OF AXLE HOUSING MEMBERS PIVOTABLY SECURED TO EACH OTHER, A PAIR OF STEERING KNUCKLE ASSEMBLIES, EACH OF SAID STEERING KNUCKLE ASSEMBLIES COMPRISING A RING MEMBER PIVOTABLY SECURED TO AN OUTER END PORTION OF ONE OF SAID PAIR OF AXLE HOUSING MEMBERS FOR PIVOTABLE MOVEMENT ABOUT A PLURALITY OF AXES, A STEERING KNUCKLE MEMBER ROTATABLE ABOUT A SUBSTANTIALLY VERTICAL AXIS RELATIVE TO SAID RING MEMBER, AND ANTI-FRICTION MEANS DISPOSED BETWEEN SAID STEERING KNUCKLE MEMBER AND SAID RING MEMBER FOR ROTATABLY CONNECTING SAID STEERING KNUCKLE MEMBER TO SAID RING MEMBER, EACH OF A PAIR OF WHEEL ASSEMBLIES ROTATABLY SECURED TO EACH SAID STEERING KNUCKLE MEMBER OF SAID PAIR OF STEERING KNUCKLE ASSEMBLIES, CONTROL ARM MEANS PIVOTALLY CONNECTED TO SAID EACH OF SAID STEERING KNUCKLE ASSEMBLIES AND PIVOTALLY CONNECTED TO THE VEHICLE CHASSIS FOR GUIDING SAID STEERING KNUCKLE ASSEMBLIES IN UP-AND-DOWN SWINGING MOTION, SPRING MEANS OPERATIVELY CONNECTED TO SAID CONTROL ARM MEANS AND TO THE VEHICLE CHASSIS FOR RESILIENTLY RESISTING SAID UP-AND-DOWN SWINGING MOTION, MEANS INCLUDING SAID AXLE ASSEMBLY FOR TRANSMITTING POWER TO SAID WHEEL ASSEMBLIES AND STEERING MEANS INCLUDING SAID STEERING KNUCKLE ASSEMBLIES FOR STEERING SAID WHEEL ASSEMBLIES. 